Compound locomotive-engine.



No. 662.578. Patented Nov. 27, |900.

W. M. SMITH.

4 CMPOUND LGCMOTIVE ENGINE.

(Applicatinn filed Jan. 6, 1899. (No Model.) 5 Sheets-Sheet l.

wif/6556.9.-

No. 662,578. Patented Nuv. 27. |900.

W. M. SMITH.

\ COMPUUND LUCOMOTIVE ENGINE.

(Applicacicn med Jan. e, 1899s,

(No Model.) sheets-Sheet 2.

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No. 662,578. Patented Nov. 27, |900. W. yM. SMITH.

CUMPOUND LOCOM-OTIVE ENGINE.

(Applicaties me@ Jan. e, 1899s.

(No Model.) 5 Sheets-Shee 3.

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No. 662,578. Patented Nov. 27,- |900. W. M. SMITH. CDMPUND LOCOMUTIVE ENGINE.

(Application mea Jani e, 1899.1

5 Sheets-Sheet 4.

(No Model.)

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No. 662,578. j Patented run/.'27, |900. W.' M. SMITH. COMPDUNLOCMOTWE ENGINE. (Application led Juin. 6, 1899. (No Model.) 5 Sheets-$heet 5.

' UNITED STATES PATENT rOEEICE'.

WALTER MAcKERsIE sMITH, ou NnwoAsTLE-UPoN-TYNE, ENGLAND- COlVlPOUND LOCOIVIOTIVE-ENGINE.

`SPECIFICA'.'IIIQN forming part of Letters Patent No. 662,578, dated November 27, 1900.

Application filed January 6, 1899. Serial No. 701,318. (No model.)

T all whom, t may concer-rt:

Beit known that I, WALTER MAcKnRsIE SMITH, a subject of the Queen of GreatBr-itain and Ireland, residing at Newcastle-upon- Tyne, in the county of Northumberland, England, have invented Improvements in Compound Locomotive-Engines, (for which an application for patent was led in Great Britain July 4, 1898, No. 14,7210 of which the following is a specification,

This invention has reference To improvements in compound locomotive-engines of the kind referred to in the specification of my former LettersPatent of the United States No. 84,833, dated December 8, 1891, wherein I have described, nter ctltct, improvements whereby such engines are enabled to start easily and safely and which comprise means for maintaining in the receiver between the high and low pressure cylinders a suitable pressure of steam which can be increased at will when it is desired to increase the powerv of the engine.

Now my present invention has reference to improved arrangements of cylinders, an improved arrangement of non-return valves, an improved construction and arrangement of automatic steam -regulator with auxiliary valve for admitting eXtra steam to the receiver, the combination of such an automatic steam-regulator with non-return valves or their equivalent, and an improved construction and arrangement of a compound locomotive-engine embodying the above-indicated features.

In order that the nature of my improvements and the manner of carrying them into practical effect may be clearly understood, I will now more particularly describe the same with the aid of the accompanying illustrative drawings, whereof- Figure l shows a transverse section through the smoke-box of a compound locomotive-engine embodying my invention, the engine having three cylinders-viz., an inside or central high-pressure cylinder and two outside low-pressure cylinders. Fig. 2 shows a vertical longitudinal section through the highpressure cylinder and valve-chest with one of the ports closed by the valve and the other in communication with the receiver. Fig. 3 is a part end view, partlyin section, showing the method of supporting the back ends of the cylinders on the engine-frame. Fig. at is a halt` front view of the cylinders with their supporting-framing, which is shown in crosssection. Fig. 5 shows a half transverse sectionthrough the cylinders. 0f these iigures the first is drawn to a smaller scale than the others. Figs. 6 to 9, inclusive, show an improved form of automatic regulator suitable for use in a compound locomotive-engine according to this invention, Fig. 6 heilig a side view partly in section, Fig.`7 a section on the line of Fig. 6, Fig. c a section on the line y y of Fig 6, and Fig. 9 a section. on the line .e a of Fig. 7. Fig. 10 shows a modification of the automatic regulator. Figs. 1l and l2 show a device for controlling the automatic regulator in section and side view, respectively.

1 is the high-pressure cylinder, 2 and 3 are the low-pressure cylinders, and 4 is the receiver, which is made up of the exhaustchamber of the high-pressure cylinder and the steam-chests of the lo w-press u re cylinders.

5 and 6 are slide-valves for the low-pressure cylinders 2 and 3, respectively. In some cases the valves 5 and 6 may be of the piston-valve type. 5a and 6a are exhaust-pipes leading therefrom,

Between the receiver 4 and the two ends of the high-pressure cylinder there are com munications closed during the working of the engine (after starting) by non-return valves 7 and 7a and comprising passages 8 and 8a, formed in the casting of the right-hand cylinder, passages 9 and 9a, formed in the casting of the high-pressure cylinder, and connecting-pipes 10 and 10a.

The high-pressure cylinder is by preference cast or made to receive a steam-distributing valve 11 of the piston type and has one steamchest 12 atthe front end and another,l 12a, at at the back end, these steam-chests being connected together by a passage lla, Fig. 1. The ports 13 and 13a open directly into the passages 9 and 9a, respectively.

On the back end of the high-pressure cylinder 1 there is cast a deep plate or flange 14, Fig. 3, which lits between the frames l5 and is provided with iianges ll and 14h, whereby it is attached to the frames l5 by means of bolts las, each made ot' two diameters and IOO vWhose parts of larger diameter pass through flanges of the outside or low-pressure cylinders, so that the central cylinder is secured to the frames 15 independently of the outside cylinders. At the front end the central cylinder 1 is provided. with flanges 16 and 16a, Fig. 4, which correspond to flanges cast or otherwise formed on suitable girders or stays 17 and 17a, placed above and below the cylinder and fixed to the frames 15, so as to hold the central cylinder firmly in position at the front end. A flange may also be cast on the bottom of the flange 14, so that the cylinder at the back end may be bolted to the girder 17a. It will be seen that by the above arrangements the central cylinder is held in position between the frames independently of the outside cylinders, which are themselves each bolted to the frames independently of the central cylinder. Flanges 19 and 19a, Figs. I and 5, are cast on the sides of the central cylinder and correspond to flanges 2O and 20a, cast With the outside cylinders. The parts 19 and 20 and 19a and 2Oa are respectively bolted together to form a steam-tight joint; but as the cylinders are each iixed to the frames independently of each other the strain due to the vworking of the engine is not borne by the flanges 19 19 and 20 20a. In some cases the three cylinders may be cast in one, and instead of a plate-frame a bar-frame might be used, the cylindercasting being provided with flanges adapted to be bolted thereto, suitable brackets or clamps serving to support the saidcasting in place upon theframing. vWhen the engine is at Work and running with the regulator closed, a vacuum is formed in the steam-chests of the high-pressu re cylinder. To destroy this vacuum, a steam-andair valve 1b, Fig. 1, is provided for automatically admitting steam and air at atmospheric pressure to the steam-chests. The admission of air mixed with steam is preferred to the use of air alone; but the admission of air alone would suftice to destroy the vacuum.

Although I have hereinbefore described an arrangement of three cylinders, the hereinafter-described arrangement of non-return valves and the means employed for the admission of steam to the receiver communicating with the low-pressure cylinders, so that the piston or pistons of the latter can be acted upon before an exhaust takes place from the high-pressure cylinder, and the method hereinafter described for Working semicompound can be applied to a locomotive-engine coni structed With four cylinders.

The improved arrangement of non-return valves will be understood from Figs. 1, 2, and 5. One of the outside cylinders (i. e., the cylinder 2 in Fig. l) is provided with passages 8 y 8a, (one of which, 8, is shown best in Fig. 5,)

prevented.

seams described, the non-return valves and passages' are rendered easy of access for examination or repairs. In lieu of automatic non-return Valves, which I prefer, two cocks may be provided Which Will on starting the engine be momentarily opened simultaneously by the driver by means of suitable rods and levers to place the piston of the high-pressure cylinder in equilibrium.

For the purpose of admitting extra steam to the receiver at a predetermined pressure I employ an improved construction of automatic steam-regulator of the kind described in my said speciiication of former Letters Patent. This improved regulator (shown in Figs. 6 to 9) communicates with the boiler through the pipe 2l and with the receiver through the pipe 22. (See Fig. 1.) The-valve23is formed with or carried byaspindle 24, Whichis formed or provided at the top with a cut-off valve or piston 25 With grooves and rings and at the bottom with a valve 2G, adapted to bear on a suitable seat, so as to prevent any escape of steam from the boiler into the outer air when it is closed, the valve 23 being kept shut by the steam in the chamber 22a pressing on the Valve 23 and the pressure of the steam on the top of the piston 25. ln grooves around the piston 27 at the bottom of the spindle 24 packing-rings are arranged to prevent escape of steam even when the valve 26 is raised from its seat.

28 is a chamber'adapted to contain and which is filled with liquid, which may be Water or oil that is loaded or is of itself heavier than Water.

28 is a small hole of such a'size that a retarding or cushioning effect is produced when the spindle 24 is raised.

29 is an auxiliary or controlling valve that is normally pressed to its seatby a spring 30, that can be adjusted so as to exert more or less pressure upon the valve. A passage 31 leads from the steam-chamber 2FL to the valve 29, which admits steam at the required pressure to the chamber 32, such pressure acting through the liquid in the chamber 28 upon the piston 25 at the top of the valve-stein 24. When steam is admitted from the boiler to the chamber 21, it acts on the under side of the admission-valve 23; but as the Water or oil in the chamber 28 must be displaced before the spindle 24 can rise before this can take place steam acts on the piston 25 at the top of the spindle 24 and the valve and the blow that would otherwise be given is This cushioning may be assisted by means of flexible Washers 33 at the bottom of the spindle 24 or it may be by a suitable spring. The lift of the spindle can be regulated by the Washer 34, held in position by the nut 35. lThe chamber 32 is connected to the chamber 22T by a passage 36, litted Witha plug through which asmall hole 36a is provided, the object of this hole being to allow asma-ll escape of steam from the chamber 32 to the chamber 22a, so that when the pressure in the cham- IOO IIO

ber 22 is less than the predetermined pressure the spring-pressed controlling-valve 29 will be kept open and there will be a steady pressure on the top of the piston 25 at the top of the spindle, 24:. In some cases the valve 23 may be a piston fitting into the seat 23,

in which case the spindle 24 would be sup-v ported by the valve 26, resting on its seat. The area of the hole in the valve-seat 23 is equal to twice the cross-sectional area of either of the holes in which lit the pistons 25 and 27, which are equal in area.

In the modification of the automatic regulator shown in Fig. 10 the cushioning of the valve 23 is assisted by a spring 249, placed above thevalve. In this` construction the valve 23 is formed hollow to provide an increased passage for the steam from the boiler to the receiver. In this case the area of the upper end 23b of the stem of valve 23is equal to the area of the space 23c between the valve and its seating.

Should it be desired at any time to increase the pressure in the receiver,and consequently the pressure in the low-pressure cylinders, it is only necessary to compress the spring 30, Fig. 6, in the automatic regulator to obtain any desired pressure up to the pressure in the boiler; but in order to work the engine most advantageously I regulate the pressure admitted to the receiver so that the horse-power developed in each cylinder shall be about equal. To attain this end, the spring 30, which controls the pressure, is tested and indexed, and the indications for certain pressures which give certain results are shown on a suitable disk, such as shown in Figs. ll and 12, within reach of the driver. The rod 37, Figs. 6 and ll, is connected to a screw'spindle 38, that passes through a stu fting-box (see Fig. 6) on the regulator-casing. This screwspindle enables the valve 29 to be closed against any pressure when required. The arrangement is such that when the hand-wheel 39 is turned so that its pointer 39a is opposite a certain pressure-indication on the disk the spring 30, Fig. 6, is compressed or relaxed,and a corresponding pressure of steam is admitted to the receiver. Suitable stops 40 and 40a are provided on the hand-wheel and disk, respectively.

41 is a set-screw to fix the pointer at the pressure required in the receiver. The pressure of the steam in the receiver may also be indicated by a suitable pressure-gage. In some cases I provide a steam-cock capable of being operated by hand independently of the automatic regulator when it is desired to in crease the pressure in the receiver.

The arrangement of non-return valves enables the engine to be started easily and safely from any position that the pistons and valves may occupy at starting, as described in the aforesaid specification of my former Letters Patent of theUnited States,No. 484,833,dated December 8, 1891. For example, should the distributing-valve of the high-pressure cylinder be open at starting to admit steam from the steam-chest to one end of the cylinder the non-return valve at the other end will open and admit steam at the pressure in the receiver. Hence the pressure acting upon the high-pressure piston at starting will be the pressure of steam in the steam-chestminus the pressure of steam in the receiver, or should both ports of the high-pressure cylinder be closed at starting the piston will be subjected on both sides to the reduced pressure from the receiver, the engine being thus enabled to make a start with one or other of the outside cylinders. Again, should the highpressure distributing-valve close one port and open the other, so as to admit steam from the receiver therethrough, the non-return valve at the other end of the cylinder will admit steam at equal pressure. This latter position isillustrated by way of example in Fig. 2. The engine is then started as follows: Steam is admitted to the receiver I and passes therefrom through the steam-port i3a and tills the space between the piston la and the back end of the cylinder l and would force the piston to move to the left.; but the steam-port 13 is closed to the steam-chest and the space between the front end of the cylinder-t'. e., the left hand end viewing Fig. 2-and the piston is empty of steam the steam in the receiveri acts on the bottom of the non-return valve 7 and lifts said valve, thereby admitting steam automatically from the receiver to the front end of the cylinder, thus placing the high-pressure piston in equilibrium, and consequently free to movein either direction. The engine is thus enabled to make a start with one or other of the outside cylinders.

As the pressure on the top ofthe non-return valves after the engine starts is always greater than the pressure on the bottom, (that from the receiver,) the non-return valves remain closed after the engine starts and during the time it is working.

The steam passes direct from the boiler through the pipe 2l into the automatic regulator and leaves the latter at a predetermined pressure through the pipe 22 direct to the lowpressure cylinders through the receiver 4. The high-pressure cylinder is formed for the attachment ofthe steam-pipe 45 thereto. The steam-pipes 2l and 4:5 are both fed from the main steamApipe on the opening of the main steam-regulator, which regulator is placed in the dome on the boiler b v preference. The steam from the pipe 45 passes direct into the high-pressure steam-chests, and the steam from the pipe 2l passes into the low-pressure steam-regulator and leaves it again at a previously-derermined pressure through the pipe 22 direct to the low-pressure cylinders. Thus at about one and the same time steam at one pressure enters the high-pressure-cylinder steam-chests and steam at another pressure enters the low-pressure steam chest, both ready to be admitted into the cylinders to produce work when admitted thereto by the IOO IIO

.action of the slide-valves. After the Irst exhaust from the high-pressure cylinderl has `passed into the receiver 4, and if the pressure of the same remains at or above the predetermined pressure that it is desired to work the low-pressure cylinders, the regulator automatically closes and ceases to draw a supply of steam from the boiler; but should the pressure in the receiver 4 drop below the predetermined pressure the regulator will open and maintain the desired pressure. Should the pressure of the steam from the boiler be Wire-drawn through the main regulator down to a pressure less than the predetermined pressure of the steam allowed to pass the automatic steam-regulator that admits steam to the receiver, the valve 29 remains closed, the valve 23 will lift, and the steam-pressure in the chambers 21L and 22 will be about equal and the engine will work as a simple engine.

With low pressure cylinders not much larger than the high-pressure cylinder, as herein shown, the latter when working the engine compound in the ordinary way develops a yhigher horse-power than either of the low-pressure cylinders, and by admitting extra steam to the receiver in order to increase the power of the lower-pressure cylinders the power of the high-pressure cylinder is decreased on account of the back pressure so produced. In this way the horse-power developed by the several cylinders can be made about equal., or the pressure in the receiver may be increased to any point up to the boiler-pressure, the outer cylinders 'doing `the work, while the central piston is practically placed in equilibrium, the engine then acting as a sim ple engine. The state of working between ordinary compound and up to working as a simple engine may be termed semicompound. By these means increased power can be obtained when starting a heavy train for pulling up inclines or when extra Work is required, the engine being thus adapted for working with two powers, one as ordinary compound and the other semicompound, as described. The power of the engine can thus bel increased to any degree within the maximum limit to suit the work to be done without in any way interfering with the balance of the engine, the turning eort and stress on the crank-and-valve motion being steady and uniform. By the arrangement of cylinders hereinbefore described the lowpressure pistons-never become a drag on the high and the pressure in the receiver, and hence the back pressure on thehigh-pressure piston is maintained comparatively uniform, as one of the two low-pressure cylinders is always taking steam, and thereby preventing pressure from accumulating in the receiver. For the same reason the exhausts are frequent and a uniform draft is obtained.

- What I claim is- 1. In a compound4 locomotive-engine, the combination of a high-pressure cylinder, two low-pressure cylinders arranged oneat each side of said high-pressure cylinder, a receiver forming the exhaust-chamber of the highpressure cylinder together with the steamchests of the two low-'pressure cylinders, said receiver being located between the low-pressure cylinders and extending around the sides and bottom, of the high-pressure cylinder, cylindrical valve-seats located in said receiver and having ports communicating with passages leading to the respective ends of said cylinder, a pair of connected piston-valves arranged to work in said valve-seats and control said ports, additional passages forming communication between said receiver and the ends of the high-pressure cylinder, and non-return valves located in said passages adapted to close the latter during the normal compound working ofthe engine and each adapted' to open the passage in which it is located when the pressure in the receiver exceeds the pressure in the corresponding'end of the high-pressure cylinder, substantially as described.

2. In a compound locomotive-engine, the combination of three steam-cylinders, one high-pressure and two low-pressure,a receiver forming the exhaust-chamber of the highpressure cylinder together with the steamchests of the low-pressure cylinders, passages 9, 9a respectively leading from the ends of the high-pressure cylinder, pipes l0, lOa connected to said passages 9, 9a and leading therefrom. to accessibile parts of the engine, passages 8, 8a leading from the receiver to said accessible parts, and non-return valves 7, 7a located at the junctions of said pipes 10, l0a

vand passages 8, 8a substantially as described.

3. In a compound locomotive-engine, the combination of a central high-pressure cylinder, two lower-pressure cylinders arranged outside the frames one at each side of said high-pressure cylinder, and a receiver forming the exhaust-chamber of the high-pressure cylinder together with the steam-chests of the two lower-pressure cylinders and located bctween the lower-pressure cylinders and extending around the sides and bottom of the high-pressure cylinder, the centralhigh-pressure cylinder being supported at one end by the engine-framing and at the other end by transverse upper and lower girders and thereby Held in position between the frames independently of the outside cylinders, substantially as described.

4. In a three-cylinder compound locomotive-engine, the combination with the engineframe and transverse upper and lower girders connected thereto, of a central high-pressure cylinder, two outside low-pressure cylinders between which said high-pressure cylinder is arranged, and a receiver formed partly by the exhaust-chamber of the high-pressure cylinder. and partly by the steam-chests of the lowpressnre cylinders, said high-pressure cylinder having at its back end a transverse plate or flange 14 formed with flanges 14a and 14b attached to said engine-frame and at its front IOO IIO

end upper and lower flanges 16 and 16a attached to said upper and lower girders 17 and 17 respectively and said high and lor pressure cylinders having at their adjacent parts flanges 19 and 19St on the sides of the one attached to corresponding flanges 2O and 20 on the others, substantially as described.

5. In a compound locomotive-engine, the combination with the boiler and steam-receiver, of means for automatically admitting steam from said boiler to said receiver and for maintaining a predetermined pressure in the latter, said means comprising an admission-valve subjected on one side to the pressure of the boiler-steanma cut-off valve subjected to the action of steam from the boiler at a regulated pressure, a loaded controllingvalve adapted to admit steam at such regulated pressure to said cut-off valve, means whereby the load on said controlling-valve can be varied to a predetermined extent at will, a piston on the end of the stem of the admission-Valve and a cushioning-chamber ject to the action of steam from the boiler at a regulated pressure, a loaded controllingvalve adapted to admitsteam at such regulated pressure to said cut-off Valve, means whereby the load on said controlling-valve can be varied to a predetermined extent at will and means whereby a constant steady pressure can be maintained upon the cut-off valve, substantially as described.

7. In a compound locomotive-engine, the combination with the boiler and steam-receiver, of means for automatically admitting steam from said boiler to said receiver and for maintaining a predetermined pressure in the latter, said means comprising an admission-valve subjected on one side to the pressure of the boiler-steam, a cut-off valve subject to the action of steam from the boiler at a regulated pressure, a loaded controllingvalve adapted to admit steam at such regulated pressure to said cut-off valve, means whereby the load on said controlling-valve can be varied to a predetermined extent at Will, a valve upon the stem of the admissionvalve adapted to prevent escape of steam into the outer air When it is closed, and a piston with packing-rings on said stem, substantially as described.

Signed at Newcastle-on-Tyne, England, this 19th day of December, 1898.V

WALTER MAGKERSIE SMITH.

Witnesses:

R. J. RoBsoN, J. WEATHERBURN. 

